Share this story

It's very easy to have preconceptions about a vehicle like the Porsche Macan GTS. Some people will be predisposed not to like it because it's a Porsche. Other people, people who like the marque, may look down on it because they think it isn't a real Porsche. And I'll admit, I had my own preconceptions, since I am not generally a fan of the small SUV or crossover. So imagine my surprise when, after a week, I was forced to concede that the Macan GTS deserves to be taken seriously. It's definitely a real Porsche. And in fact, it might be the best SUV I've ever driven.

Yes, SUVs can be real Porsches

First off, let's dispense with the idea that SUVs are something outside of Porsche's comfort zone. The first Cayennes started rolling off the production line in Bratislava in 2002, and that model is now in its third generation. What's more, it almost certainly saved the company in the process, subsidizing the sports cars that we normally think of when we think about Porsche.

The Macan joined the lineup in 2013, arriving on these shores in 2014. And it has been quite the sales success, with Macans making up almost a third of the 246,000 Porsches delivered worldwide in 2017. The SUV-obsessed US is an even more important market for the Macan. Last year was a record year for Porsche North America, and the Macan accounted for just under 39 percent of the vehicles it delivered. When we drove the Macan at launch, it was offered in a couple of flavors—the 340hp Macan S and 400hp Macan Turbo. Since then, Porsche has added a base model (252hp, starting at $47,800) and the $68,900, 360hp Macan GTS.

Porsche appends the Grand Turismo Sport (or GTS) badge to its more driver-focused machines, a tradition that started with the 904 GTS in 1963. So the Macan GTS is meant to be the most engaging Macan to drive, and as we'll find out, it meets that mission brief with gusto.

It’s not an Audi in drag

Next up, let's dispel the idea that this is just an Audi SQ5 in a fancy new outfit. Yes, it is indeed based on Volkswagen Group's MLB architecture, like the older Q5. But so, too, were the previous Audi A4, A5, A6, A7, and A8—and no one says those are all the same car with a different wrapper. (The current A4, A5, A6, A7, A8, Q5, Q7, and the third-gen Cayenne all use the newer MLBevo architecture.)

Head-on might be the Macan GTS' best angle.

Jonathan Gitlin

It seats five and can carry cargo with the best of them, but unlike most other SUVs this one doesn't shy away from a twisty road.

Jonathan Gitlin

From the driver's seat it feels like the Macan's cockpit wraps around you.

Jonathan Gitlin

The Macan GTS is powered by a 3.0L twin-turbo V6. With 360hp it falls between the Macan Turbo and the Macan S.

Jonathan Gitlin

The Macan GTS sits 10mm lower than other Macans for better handling. Wheels are a hefty 20 inches front and rear, with brakes to match.

Jonathan Gitlin

The latest Porsche infotainment system is a lot better than the company's prior efforts. Being part of the Volkswagen empire has its benefits.

Jonathan Gitlin

No huge all-singing, all-dancing multifunction display here—you still get some physical analog dials.

Jonathan Gitlin

You've got 17.7 cubic feet (500L) of storage with the rear seats up and 52.9 cubic feet (1,500L) with the seats folded flat.

Jonathan Gitlin

You have to insert the Macan's key into the dash and turn it to fire the car up, just like olden days!

Jonathan Gitlin

BiXenon headlights with LED daytime running lights are standard.

Jonathan Gitlin

Just in case you forgot what car you bought, the headrest will remind you.

Jonathan Gitlin

Room in the back is adequate but not expansive.

Jonathan Gitlin

The rear seats are split 40/20/40.

Jonathan Gitlin

The craftsmanship is top-notch, but then it ought to be at this price.

Jonathan Gitlin

Obviously, the Macan gets a unique exterior and interior, but the differences are more than cosmetic. It uses a seven-speed dual clutch (Porsche Doppelkupplung) gearbox rather than an eight-speed automatic. The all-wheel drive system is not Audi's (torsen) quattro but is a Haldex-style setup (also used in all-wheel drive 911s). This is biased entirely to rear-wheel drive but can send torque to the front wheels (up to 100 percent, should conditions demand it) via an electrohydraulic multiple clutch.

That power and torque come from a 3.0L twin-turbo V6, developed from the engine found in the Macan S. The intake was redesigned to reduce back pressure, and boost upped from 14.5psi (1.0bar) to 17.4psi (1.2bar). So now it provides 360hp (268kW) at 6,000rpm and 369ft-lbs (500Nm) between 1,650-4,000rpm. In addition to those two turbochargers, the engine also uses variable intake and exhaust valves (VarioCam Plus in Porsche-speak), plus direct injection. It even has a dry sump, something that will mean little to most Macan buyers but probably quite a lot to those who track their cars.

And before you scoff at the idea, bear in mind that the Macan GTS has suspension that's meant to be up to the job. Air suspension is standard, as is Porsche Active Suspension Management, the control electronics and software that adjust the ride height and stiffness to keep the car as flat as possible at all times. The GTS also rides lower than other Macans (including the turbo) to keep the center of gravity as low as possible. And the brakes are as hefty as you might expect for a vehicle that weighs 4,177lbs (1,895kg)—six-piston calipers and 360mm discs at the front, 330mm discs at the rear. (Carbon ceramic brakes are available as a rather expensive $8,160 option.)

Our test car also featured the optional Porsche Torque Vectoring Plus system, a brake-based alternative to a mechanical limited slip differential or the clutch-controlled torque vectoring system used in cars like the Audi R8 or Ford Focus RS. It will brake an inside wheel slightly during cornering, rather than overspeeding the outside wheel, which may not satisfy some purists, but it's good enough for supercars like the Ferrari 488 GTB and McLaren 650S...

It feels like a real Porsche

From the driver's seat, the Macan GTS feels instantly right. The seat holds you firmly in place, with good side bolsters and plenty of adjustability from the standard 8-way power seats. (Fancier seats with more adjustability are options but probably unnecessary.) The wheel, pedals, and PDK gear selector are all well-positioned, and visibility is good. I'm a fan of the way Porsche has designed the rather minimalist multifunction steering wheel. On the side spokes are little metal scroll wheels that feel wonderfully tactile; behind each side spoke are the paddle shifters.

At a time when the rest of the industry is moving toward a single multifunction screen for the main instrument display and as few physical buttons as possible, Porsche is determined to do things its own way. In front of you is the main instrument display—analog physical dials for the speedometer (left) and tachometer (center), plus a small, also circular, multifunction display on the right.

Just about every function gets its own button—I count 32, including the driver- and passenger-side climate controls. Ahead and either side of the gear lever are things like hazard lights and your climate controls. Farther back, on the driver's side, you'll find the ones that tweak the engine and suspension management. On the passenger side are the buttons to select off-road, to switch off auto stop-start and lane keeping, and to turn on the sports exhaust.

Atop our particular Macan's dash is a little analog clock, which indicates this particular vehicle has been specced with the Sport Chrono package—the clock will double as a lap timer at the track. Sport Chrono adds more than just that stopwatch, though; you also get a Sport Plus button, which puts the car into its most aggressive mode.

Finally, in the center stack is Porsche's most recent infotainment system, which is now based on VW Group's MIB II. It is leagues better than previous Porsche infotainment systems and comes with Apple CarPlay. Android Auto is rumored to be on its way via an update, but it's not here yet.

It drives like a real Porsche

Were it not for the fact that you sit relatively high up, you'd be hard-pressed to tell that the Macan GTS is actually an SUV, based on the way it drives. If anything, it feels more like a (very) hot hatch like the Golf R or Ford Focus RS. Even with the Macan's electronic brains set to Normal, it holds the road well and resists roll in the corners. Things get more interesting when you put it in Sport or Sport Plus modes.

These remap the throttle pedal, steering weight, the gearbox response time, the ride height and suspension damping, as well as altering the thresholds at which the car's traction and stability management software intervenes. Sport Plus is the most aggressive, giving you the most immediate throttle response, a slightly higher rev limit for the engine, launch control, and—as long as the vehicle also has that torque-vectoring PTV Plus rear diff—the ability to get some throttle-induced oversteer. (There is also a separate button to firm up the suspension without remapping the throttle and transmission.)

During my week with the Macan GTS, I unsurprisingly spent most of my time in either Sport, or Sport Plus mode. Sport Plus is perfect for those times when you're having fun on a back road (or on track), but for less committed driving it can be a little much if you have the PDK transmission in automatic. That's because it will stay in each gear much longer before shifting up or down; that's great for engine braking or attacking a corner, but it also means you're burning more gas and hearing the engine more.

Then again, if you're in Sport Plus it probably means you're in a hurry or want to have fun, in which case you should be choosing your own gears. Since we're discussing the car's performance, the important figures for bench racing are these: 0-62mph (0-100km/h) in 5.0 seconds, 0-100mph (0-160km/h) in 12.3 seconds, and a top speed of 159mph (256km/h). Fuel economy is about par for the course for a sporty SUV: the EPA rates the Macan GTS at 19mpg combined (12.4l/100km), 17mpg city (13.8l/100km), 23mpg highway (10.2l/100km). (Those metric conversions are of the EPA tests, European NEDC ratings are slightly different.)

It’s expensive like a real Porsche

There's no getting around the fact that this is not a cheap vehicle. But, then, what did you expect from something wearing a Porsche badge? As with all Porsches, it's the options list that'll kill ya. Our test Macan GTS actually got off relatively lightly, its sticker price an even $85,000. Most of that was down to the Carmine Red paint ($3,120) and the leather and Alcantara interior ($4,790), both options that you could almost certainly live without. More necessary were PTV Plus ($1,490) and Sport Chrono ($1,290).

But adding navigation to the infotainment requires $1,790, and, if you also want LTE, a wi-fi hotspot, and access to Porsche's connected services, that's an extra $1,300 and a monthly fee that varies depending upon which services you want. Adaptive cruise control is $1,440, and lane keeping/lane changing assist is an additional $1,380. In fact, it only took a few minutes with the online configurator on Porsche's site to come up with $66,975 of options on top of the GTS' base price, should you wish to go absolutely crazy. Still, while it is possible to almost double the base price, most of us could live without custom paint colors, crazy contrast stitching on the seats and dash, or a leather-wrapped rearview mirror.

Even if you do as Porsche's press office did and keep the specs relatively restrained, it's reasonable to assume a lightly optioned Macan GTS will tip the scales at around $80,000. And that's more than rivals like the Jaguar F-Pace, Audi SQ5, or Volvo's XC60. But let's be honest—most Macan GTS customers are buying it because they want a Porsche and a practical car that can carry five people and their luggage. And in that regard, the Macan GTS excels.

97 Reader Comments

Our test car also featured the optional Porsche Torque Vectoring Plus system, a brake-based alternative to a mechanical limited slip differential or the clutch-controlled torque vectoring system used in cars like the Audi R8 or Ford Focus RS. It will brake an inside wheel slightly during cornering, rather than overspeeding the outside wheel, which may not satisfy some purists but it's good enough for supercars like the Ferrari 488 GTB and McLaren 650S...

Not quite correct. While the 488 GTB does have brake based torque vectoring (as do a ton of cars, WRX, BMWs have for years and years, etc) the Ferrari has their E-Diff (ver 3) which does do proper power split torque vectoring on the rear wheels.

Having driven a McLaren sans-LSD (as an enthusiast but not a >8/10th driver) the lack of a true e-diff is noticeable when getting back on the gas mid corner but for actual lap times probably doesn't matter.

The body definitely looks better than the Cayenne IMO. Not that I'll ever own one, but I'm curious about this thing's off-road chops. Anecdotally it seems like a lot of these high-end luxury SUVs aren't actually all that great at the UV part.

A "real Porsche"? By volume and revenue they've been a SUV company for at least a decade. A better question would be if the newish boxsters and caymans are fit for such a SUV manufacturer.

Presumably the new hires might be trained by guys who remember the air cooled 911s, but the "old Porsche" is long since gone. All that is left is the understanding that if you get it right the first time, you barely have to change your tooling each model year. This (and doubling the price with all kinds of upgrades) is why Porsche has the highest margins in the industry.

The body definitely looks better than the Cayenne IMO. Not that I'll ever own one, but I'm curious about this thing's off-road chops. Anecdotally it seems like a lot of these high-end luxury SUVs aren't actually all that great at the UV part.

I think there's an argument to be made that comparable acceleration at roughly 1000lbs heavier with a substantially larger interior is still "on steroids."

It's also nice that you can count on Porsche's electronics still working more than 5 years after the car leaves the factory. That's an ambition I've never seen a VW for the NA market manage to achieve.

A "real Porsche"? By volume and revenue they've been a SUV company for at least a decade. A better question would be if the newish boxsters and caymans are fit for such a SUV manufacturer.

Presumably the new hires might be trained by guys who remember the air cooled 911s, but the "old Porsche" is long since gone. All that is left is the understanding that if you get it right the first time, you barely have to change your tooling each model year. This (and doubling the price with all kinds of upgrades) is why Porsche has the highest margins in the industry.

Porsche never got it right the 1st time. The early 911s are nightmares to drive at speed, it's only been in the last ~10 years or so that enough electronics have been stuffed into one to make it behave.

Unless you are talking about the 356, which, come to think of it, was a death trap as well...

A "real Porsche"? By volume and revenue they've been a SUV company for at least a decade. A better question would be if the newish boxsters and caymans are fit for such a SUV manufacturer.

Presumably the new hires might be trained by guys who remember the air cooled 911s, but the "old Porsche" is long since gone. All that is left is the understanding that if you get it right the first time, you barely have to change your tooling each model year. This (and doubling the price with all kinds of upgrades) is why Porsche has the highest margins in the industry.

Porsche never got it right the 1st time. The early 911s are nightmares to drive at speed, it's only been in the last ~10 years or so that enough electronics have been stuffed into one to make it behave.

Unless you are talking about the 356, which, come to think of it, was a death trap as well...

Having driven hundreds of 911s as a Porsche tech that specialized in racing Porsches, I would say that is just nonsense. Yes, they have over-steer, but that is easy to overcome. I can easily drive one at 100 mph with one hand on the wheel. Slight suspension mods like stiffer torsion bars and a bit of lowering and you can add another 20-30 mph on top on that. Far from a nightmare.

I agree this is a real track SUV. In fact, I think that (or perhaps the styling) is the main reason you’d buy it over its competitors. I cross shopped this with the SQ5, F-pace, and new gen X3 I ultimately got, and felt like you got a lot less for a lot more money. The optioned Macan S is easily in the $80-90k range, but can’t keep up with an X3 M40i, and bumping up to a Macan GTS is even more. You have to really love *something* about it to pay 50% more for a car that will perform the same in daily driving. I couldn’t find that something.

On the bright side, Macan refresh is imminent and I expect to see some leap frogging. As it stands the Macan performance has been outclassed by its newer competition.

The GTS is either a lot slower than it should be, or that 0-60 time is laissez-faire. The turbo is a full second faster, and it's only up 40hp.

Also, at the ride height the GTS is, it's effectively a hot hatch. Yes, hot hatch and SUV are different. The difference is Americans run screaming from the word Hatch, but call it an SUV (with no other changes) and they buy them by the millions. It's a well-known phenomena among carmakers.

@JonboyG - those front brakes look positively miniscule in the 20" wheels. Are you by chance talking about the CC brake option when you say "to match"? They could probably size those up a full inch with no issue.

@DanNeely - Carbon Ceramic brakes should NOT be used on street cars, in my not-humble opinion. They're very high performance and thus have high operating temperatures. Those temperatures are very difficult to generate in street driving without being rear-ended by a lorry, so instead you're dealing with under-heated brakes, reduced stopping force (which isn't a big problem on street) and comically increased noise. CCeramics are hilariously, embarrassingly noisy in street applications. They scream, squeal, howl and every other noise to tell you they're not warm. I have performance steels on my car and I'm ashamed to be in traffic because of how noisy they are - and I'm always aware when I'm around an M3 or M4 with the CC brakes. I suspect owners only ever get one vehicle with them before swearing off them - you couldn't pay me to drive a car with CCs as a daily.

A "real Porsche"? By volume and revenue they've been a SUV company for at least a decade. A better question would be if the newish boxsters and caymans are fit for such a SUV manufacturer.

Presumably the new hires might be trained by guys who remember the air cooled 911s, but the "old Porsche" is long since gone. All that is left is the understanding that if you get it right the first time, you barely have to change your tooling each model year. This (and doubling the price with all kinds of upgrades) is why Porsche has the highest margins in the industry.

Porsche never got it right the 1st time. The early 911s are nightmares to drive at speed, it's only been in the last ~10 years or so that enough electronics have been stuffed into one to make it behave.

Unless you are talking about the 356, which, come to think of it, was a death trap as well...

Having driven hundreds of 911s as a Porsche tech that specialized in racing Porsches, I would say that is just nonsense. Yes, they have over-steer, but that is easy to overcome. I can easily drive one at 100 mph with one hand on the wheel. Slight suspension mods like stiffer torsion bars and a bit of lowering and you can add another 20-30 mph on top on that. Far from a nightmare.

*You* know how to drive them, and mod them to behave. Joe ave lawyer who bought one and got into a spot of trouble in the rain...well..he's history.

Great review - thanks! The Macan is an ideal vehicle for me (and I imagine others in my situation); enough room for my small family and daily necessities, with ground clearance to navigate potholes, high curbs, and the occasional unpaved road, and enough perk to make it a joy to drive around. Hopefully I can justify one in the near future; this review definitely puts it high up on the list for consideration.

correct me if im wrong, but didn't this thing just get trashed on the Grand Tour? took it off road and it went into limp mode? ill have to rewatch that epusode...

Season2? Damnit I'm only 3 eppisodes in.

im pretty sure they did an old school tri car shootout with a land rover, this porche, and a Mazerati... i think.. it was a good episode. they are finally getting comfortable and doing some better shows. I cant wait to see what they come up with in new episodes.

Motor-vehicle deaths for January through June of 2017 totaled 18,680. This figure is down 1% from the corresponding period in 2016. The January through June figure for 2017 was up 8% from the 2015 figure. The January through June total for 2016 was 18,930, a 10% increase from 2015. The 2015 figure was 6% higher than 2014. The estimated annual population death rate is 12.2 deaths per 100,000 population, down 2% from the preliminary 2016 rate. The estimated annual mileage death rate is 1.2 deaths per 100 million vehicle miles traveled, unchanged from the preliminary 2016 rate.Medically consulted motor-vehicle injuries for the first six months of 2017 are estimated to be about 2,148,000, a 2% decrease from 2016.The estimated cost of motor-vehicle deaths, injuries, and property damage through June was $191.1 billion, a 7% decrease from 2016.

"You have to insert the Macan's key into the dash and turn it to fire the car up, just like olden days!"

Having gotten used to keeping my keys in my pocket (in much less expensive vehicles) over the past several years, that would annoy the crap out of me every time I started it up. It is likely that the driving experience would improve my mood 30 seconds later, but why start out annoyed?

"You have to insert the Macan's key into the dash and turn it to fire the car up, just like olden days!"

Having gotten used to keeping my keys in my pocket (in much less expensive vehicles) over the past several years, that would annoy the crap out of me every time I started it up. It is likely that the driving experience would improve my mood 30 seconds later, but why start out annoyed?

I had to smash the window on a car where a lady gave the keys to her 18 month old and the kid locked the doors and couldn't unlock them on a 105 degree day.

I've had keyless entry and start for going on 7 years now, and I never want my keys to leave my pocket again, especially after that.

"You have to insert the Macan's key into the dash and turn it to fire the car up, just like olden days!"

Having gotten used to keeping my keys in my pocket (in much less expensive vehicles) over the past several years, that would annoy the crap out of me every time I started it up. It is likely that the driving experience would improve my mood 30 seconds later, but why start out annoyed?

I had to smash the window on a car where a lady gave the keys to her 18 month old and the kid locked the doors and couldn't unlock them on a 105 degree day.

I've had keyless entry and start for going on 7 years now, and I never want my keys to leave my pocket again, especially after that.

So she gave a baby, in the car, the car keys to play with, and then got out of the car and closed the door? And on a hot day? I sure hope the authorities were notified as she seems to be pretty negligent with the life of a young child.

"Carbon ceramic brakes are available as a rather expensive $8,160 option."

Do these last significantly longer, or will you be facing a similar level of sticker shock in a few years when they need to be replaced.

ceramic brakes don't warp so you won't have to replace them if you drove hot brakes in to a puddle. Replacing pads is not more expensive, but eventually you will need to replace the discs at that will cost you.

"Carbon ceramic brakes are available as a rather expensive $8,160 option."

Do these last significantly longer, or will you be facing a similar level of sticker shock in a few years when they need to be replaced.

ceramic brakes don't warp so you won't have to replace them if you drove hot brakes in to a puddle. Replacing pads is not more expensive, but eventually you will need to replace the discs at that will cost you.

Imo disc warping due to water is a myth. It's either you braked really hard, kept holding the brakes on and your pad made a deposit, which then causes it to wear unevenly.

Were you a US citizen you may have gotten away with it, but especially as a Brit you do not get a pass on blurring the "hot hatch" segment. A Porsche Macan is not, was never, and will never be a hatch. Hot or otherwise.

A Golf GTI is a hot hatch, and so are the Golf R, the Audi RS 3 Sportback, the Honda Civic R, the Seat Leon Cupra R, and the John Cooper Works Mini, to name a few.

The Macan is a cross-over SUV with the "Utility" part removed and a crack pipe shoved in its place. Doesn't mean it's a bad car - to each their own – but it is not a hot hatch.

A "real Porsche"? By volume and revenue they've been a SUV company for at least a decade. A better question would be if the newish boxsters and caymans are fit for such a SUV manufacturer.

Presumably the new hires might be trained by guys who remember the air cooled 911s, but the "old Porsche" is long since gone. All that is left is the understanding that if you get it right the first time, you barely have to change your tooling each model year. This (and doubling the price with all kinds of upgrades) is why Porsche has the highest margins in the industry.

Porsche never got it right the 1st time. The early 911s are nightmares to drive at speed, it's only been in the last ~10 years or so that enough electronics have been stuffed into one to make it behave.

Unless you are talking about the 356, which, come to think of it, was a death trap as well...

Having driven hundreds of 911s as a Porsche tech that specialized in racing Porsches, I would say that is just nonsense. Yes, they have over-steer, but that is easy to overcome. I can easily drive one at 100 mph with one hand on the wheel. Slight suspension mods like stiffer torsion bars and a bit of lowering and you can add another 20-30 mph on top on that. Far from a nightmare.

LOL. My 69 Olds with a 502 spent a lot of time over 100 mph. Once the steering was set up for high speed, basically no toe, it was just cake. One hand, no problem at all. Now there was over 8 grand in the suspension and good bits all over but still!